WO1994010001A1 - Systeme d'entrainement hybride - Google Patents

Systeme d'entrainement hybride Download PDF

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Publication number
WO1994010001A1
WO1994010001A1 PCT/NL1993/000192 NL9300192W WO9410001A1 WO 1994010001 A1 WO1994010001 A1 WO 1994010001A1 NL 9300192 W NL9300192 W NL 9300192W WO 9410001 A1 WO9410001 A1 WO 9410001A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary
spindle
flywheel
driving system
driving
Prior art date
Application number
PCT/NL1993/000192
Other languages
English (en)
Inventor
Theodorus Petrus Maria Cadee
Jacobus Hubertus Maria Van Rooij
Original Assignee
Gear Chain Industrial B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gear Chain Industrial B.V. filed Critical Gear Chain Industrial B.V.
Priority to US08/428,249 priority Critical patent/US5569108A/en
Priority to DE69307719T priority patent/DE69307719T2/de
Priority to EP93923682A priority patent/EP0665791B1/fr
Priority to AU53453/94A priority patent/AU5345394A/en
Publication of WO1994010001A1 publication Critical patent/WO1994010001A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2260/00—Function
    • F05B2260/42—Storage of energy
    • F05B2260/421—Storage of energy in the form of rotational kinetic energy, e.g. in flywheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention pertains to a hybrid driving system.
  • hybrid driving systems are long-known subjects of re ⁇ search, whereby, in particular, possibilities are sought to deve ⁇ lop a driving system which can be simply constructed and which is capable of regulating energy-flows between driving components, energy storage device(s) , and the actual loading process.
  • a driving system which can be simply constructed and which is capable of regulating energy-flows between driving components, energy storage device(s) , and the actual loading process.
  • the application of such hybrid systems is concerned, one can think of, for example, heat-energy coupled systems or of systems for extracting energy from, among other things, tidal currents or the wind, while directed towards vehicles one can think of railway or road-transport vehicles.
  • the term driving component should be interpreted in the most general sense; that is to say as an active component, as in the case of a motor, for example, as a hydraulic, pneumatic, electric or internal-combustion engine, and without regard to the direction of rotation thereof, but also as a passive component; that is to say as an energy absorber, for example a generator or a pump.
  • the energy storage device can be, for example, an electrochemical component such as an accumulator battery, or a mechanical component such as a flywheel, but a device for the storage of energy based on the compression of a gas is just as applicable.
  • the loading process can be seen as the process wherein the power developed by the hybrid driving system is used for driving a driving gear connected to the wheels of this vehicle, or, inversely, as the process wherein the driving gear delivers energy back to 'one or more of the said components.
  • the electric motor and the electric energy source In hybrid driving systems which are also equipped with electric drive and whereby use is made of an accumulator battery, a fuel cell, the public electricity network, or another source of electric energy, the electric motor and the electric energy source must be, in connection with the desired acceleration capabilities of the vehicle, capable of delivering large amounts of power, which requirement makes the driving system heavy and expensive.
  • the intention of the current invention is to provide a hybrid driving system wherein the influencing of magnitudes and directions of the various energy flows facilitates an optimal and low-loss transfer of energy between the various components.
  • the hybrid driving system contains, at a minimum, a first planetary coupling, equipped with a central wheel spindle, a planetary spindle and an annular ring spindle, a first driving component coupled to the central wheel spindle, a second driving component coupled to the planetary spindle, a continuously variable transmission (hereinafter referred to as CVT) with a primary axle and a secondary axle for the driving of a driving gear or load, and switchable couplings which on the one hand are connected to the planetary spindle and the annular ring spindle, and on the other hand are connected to the primary axle and the fixed surroundings.
  • CVT continuously variable transmission
  • An advantage of the hybrid driving system according to the invention is that it provides for the possibility of switching in various combinations of couplings in certain switched states, whereby energy paths between the driving components are made free, to choice. Because the CVT is switched in such a manner that it is situated in each path to the driving gear, influencing of the magnitude of the related energy flow to and from the driving gear is possible at any time.
  • each type of planetary coupling or, in short, planetary set regardless of the means of construction thereof, can, in principle, be applied in the driving system according to the invention.
  • the mean of construction is such that the planetary set has three axles, which are, however, in principle mutually interchangeable. See for example the article written by H.W. M ⁇ ller, published in ANTRIEBSTECHNIEK 15 (1976, no. 1), titled "Einheitliche Betician von Planetengetrieben”. That construction-means are possible in that general scope whereby not a single annular rin is to be found in the planetary set does not diminish the use o the simplification "annular ring spindle".
  • the one driving component shall be an internal combustion engine and the other driving component shall be a mechanical/hydraulic, mechanical/pneumatic, or otherwise electromechanical converter, in which last case the converter ca be driven as an electric motor or as an electric generator.
  • Another practical case concerns the implementation whereby the one driving component is an electromechanical converter and the other is a flywheel.
  • an (internal combustion) engine and a flywheel are used.
  • a compact means of construction of the driving system according to the invention arises when the central wheel spindle is implemented in a hollow fashion and the planetary spindle is allowed to run from the planetary coupling placed on one side of the flywheel through the hollow central wheel spindle to the second driving component erected at the other side of the flyw- heel .
  • a preferential embodiment with many possibilities for application arises in a hybrid driving system according to the invention, embracing a second planetary coupling furnished with planetary spindle coupled rigidly to the planetary spindle of t first planetary coupling, and switchable couplings which on the one hand are connected to the planetary spindle and the annular ring spindle of the second driving component, and on the other hand are connected to a driving axle of the second driving component.
  • the advantage of the preferential embodiment of the hybri driving system according to the invention is that through the us of the second planetary coupling the total number of switch states which can be realised with the help of the switchable couplings is further increased, whereby optimalisation of even larger numbers of application and usage possibilities arise.
  • a particular preferential embodiment of the hybrid drivin system according to the invention arises because the first driving component is a rotatable electro agnetically implemented flywheel in a housing.
  • the mechanical and, at the same time, electromagnetic flywheel makes the hybrid driving system suitable for use as, with the assistance of suitable elec trie steering means connected to the coils, an electric motor, o as an electric brake, or, otherwise, as an electric generator, a desired, in which last case an accumulator battery placed in a vehicle can be charged with said generator.
  • suitable elec trie steering means connected to the coils, an electric motor, o as an electric brake, or, otherwise, as an electric generator, a desired, in which last case an accumulator battery placed in a vehicle can be charged with said generator.
  • the generato which is normally mounted on this internal combustion engine becomes unnecessary, because the electromechanical flywheel can supply the required electrical energy.
  • said engine in the case of an internal combustion engine, said engine can be started by means of the rotation of the flywheel, whereby the starter motor normally mounted on the engine can be omitted. If desired, but not of necessity, the flywheel can simultaneously be driven as electric motor or as an electric generator.
  • the second driving component is an internal combustion engine with engine flywheel which can be operated by a switchable coupling.
  • the engine flywheel which is essential for the preventio of vibrations in internal combustion engines, is brought into motion before the internal combustion engine itself is coupled in, so that a coupling shock which results from the simultaneou bringing into motion of the engine and the engine flywheel is reduced.
  • the first drivin component which component is embodied as a flywheel, and/or th engine flywheel of the second driving component, are mounted in rotatable manner in a low-friction housing, whereby, as a resul of the vacuum extraction which often takes place with the housing, or otherwise the filling of the housing with a gas wit the correct properties, the friction losses in question will be very small indeed.
  • the flywheel and the engine flywheel are bot preferably integrated in the housing.
  • An eccentric positioning of the first driving component becomes possible in a further embodiment of the hybrid driving system, in which system a transmission in switched between the (common) central wheel spindle and the first driving component, which eccentric positioning, for reasons of construction, can b important, for example, in the case where the implementation of the driving component in question is as a flywheel and/or as a hydraulic converter and/or electric converter.
  • the transmission itself can have any desired form, and can, for example, be embo died as a set of cogs, a toothed-belt transmission or as a belt transmission.
  • any type of current coupli can be used as a switchable coupling, whereby one can think of examples such as a dry plate or wet plate coupling or a laminat coupling, in which last case a hydraulic laminated coupling whi can be easily power-assisted is preferable.
  • Figure 1 depicts an embodiment of the hybrid driving system according to the invention, which, due to its large possibilities for application, enjoys technical preference;
  • Figure 2 depicts a further embodiment of the hybrid driving system according to the invention, in which system a flywheel is embodied as an electromagnetic converter;
  • Figure 3 depicts a schematic overview of ten switch states which can be realised with the aid of the embodiment of figure 1;
  • Figure 6 depicts an embodiment whereby the first driving component is placed eccentrically
  • Figure 7 depicts an embodiment whereby a fluid coupling is included in the transmission chain.
  • Figure 8 is a constructional variant of the hybrid driving system depicted in figure 2.
  • FIGS 1,2,6,7 and 8 show possible embodiments of a hybrid driving system 1, which contains a driving component D, i desired a coupling K, respective planetary couplings/sets A and B, a flywheel I, a continuously variable transmission 2, and a loading process L coupled to the transmission 2, which loading process L is further technically elucidated in the form of a front-wheel drive system for a vehicle in figures 2 and 8.
  • the component D can in principle be an electromagnetic converter, which can function as a motor or otherwise as a generator, but this can also be the internal combustion engine schematically depicted as D in figures 2 and 8.
  • an internal combustion engine D such an internal combustion engine is generally equipped with an engine flywheel 3 to prevent vibrations.
  • the engine D has a driving shaft 4/4a, whereby a coupling K is situated between the engine flywheel 3 and the driving shaft 4a (see figures 2 and 8) .
  • the coupling K is, just as the couplings Pi 2 ' M l 2 and v l 2 ' wh i°h must be further explained, switchable in the sense that it can be, for example, hydraulically or electrically switched in or out with the assistance of non-depicted means.
  • the driving shaft 4 which subsequently forms a portion of the driving system 1 is coupled, in the embodiments of figures 1, 6 and 7, with two couplings P- ⁇ and P 2 •
  • Planetary set A has, just as planetary set B, a central wheel spindle which in this instance is shared, respective planetary spindles 6 and 7, and respective annular ring spindles 8 and 9.
  • the first driving component which in this instance is embodied as flywheel I, is located on the common central wheel spindle 5.
  • the common central wheel spindle 5 is, with the exception of the implementation of figure 8, hollowly embodied, and a central axle 10 runs herein, which central axle 10 rigidly couples the planetary spindles 6 and 7 together.
  • axle 4 of the engine D which is indicated as the second driving component is coupled to annular ring spindle 8 of set A via coupling P 2 , while coupling P 2 couples the axle 4 with the planetary spindle 6 of set A.
  • the CVT 2 contains a primary axle 11 and a secondary axle 12 coupled to the loading process or driving gear L.
  • the couplings M- ⁇ and M 2 are, according to the embodiment depicted in the figure, affixed on one side to the housing H and on the othe side with the planetary spindle 7 and the annular ring spindle 9 of set B, respectively, while the couplings V- ⁇ and V 2 are connected on the one hand to the (primary) axle 11/11a and on th other hand to the annular ring spindle 9 and the planetary carriers of set B, respectively.
  • the planetary coupling A is missing.
  • the CVT which is further elaborated upon in these figures is of the known type with pulleys 13 and 14, between which pulleys a V-band 15 is displaceable with the assistance of non-depicted means for the continuous influencing of the transmission ratio between the primary axle 11 and the secondary axle 12.
  • the secondary axle 12 of the CVT is connected as per normal usage to the wheels 16 and 17 via a final cog stag 18 which can be, if desired, embodied as a reduction stage (see figure 8) , and also via a differential 19 and driving shafts 20.
  • the flywheel I depicted in the embodiments of figures 2 and 8 has permanent magnets 22 fixed to the disc portion 21 of the flywheel I, which permanent magnets 22 are magnetically coupled to stationary coils 23.
  • This addition to th hybrid driving system results in the fact that the flywheel I ca not only be used as a mechanical energy buffer, but that (if desired) the kinetic energy stored herein can be coupled out to accumulator batteries connected to the coils 23.
  • the kinetic energy in the flywheel I can be supplemented by driving the thus created electromagnetic converter 22, 23 as a motor, whereby the application and usage possibilities of the hybrid driving system 1 are considerably increased.
  • the electric starter motor can even be omitted.
  • the internal combustion engine can be started by making use of the rotation of the flywheel I and the closing of the coupling K.
  • a transmission ratio of the CVT 2 will exist whereby the transfer of energy between the flywheel I and the load process L is zero, this being due to the torques acting on the axles being zero. With any other transmission ratio, the transfer of energy is not zero.
  • the direction of the transfer of energy is dependent upon whether the selected transmission ratio is larger than or smaller than that ratio whereby a torque is transmitted.
  • the magnitude of the transfer of energy is determined by the speed with which the transmission ratio is changed and the magnitude of the loads and inertias connected to the primary and secondary axles 11, 12 of the CVT. This is also valid for the switched states 2 to 5 which will be explained in more detail later.
  • Magnitude and direction of the transfer of energy between driving component and flywheel I are dependent upon the rate of revolution and the torque delivered by the driving component D. Of course this torque can also be negative. This remark in relation to the transfer of energy between the component D and flywheel I is also valid for the switched states 4 and 5 which will be explained in more detail later.
  • Switched state 4 can be seen as switched state 2 with second driving component D additionally switched in. In this switched state both planetary spindles 6 and 7 are blocked via coupling M- ⁇ with respect to the housing A.
  • the rate of rotation of the primary axle 11 is dependent upon the transmission ratio of set A. At a minimum, the direction of rotation of driving shaft 4 shall be opposite to that of the flywheel I.
  • both planetary spindles 6 and 7 are connected to the primary axle 11 via coupling V 2 .
  • Annular ring spindle 9 o set B is kept stationary with respect to the housing H via coupling M 2 .
  • the driving component D is connected to the annular ring 8 of planetary set A via coupling P- ⁇ .
  • the rate of revolutio and direction of rotation of the driving shaft 4 are related to the, choice of the transmission ratios of the planetary sets A an B.
  • this switched state it is possible, as has already been remarked, for exchange of energy to occur between the second driving component D and the first driving component in the form of flywheel I.
  • exchange of energy can take place between the component D and the loading process L, in a manner which has already been explained. Again it is true that magnitud and direction of the transfer of energy between the driving component D and the driving component I are dependent upon the rate of revolution and the torque provided by component D.
  • the torque being exerted upon the planetary spindles 6 and 7 by the second driving component is in a fixed ratio in balance with the torques being exerted upon the annular ring spindle 9 and the central wheel spindle 5.
  • the transfer of energy in this switched state is dependent upon the direction of rotation of the various axles and upon the relationship between the rate of revo- lution of the central wheel spindle 5 and the rate of revolution of the annular ring spindle 9 or the primary axle 11.
  • figure 4 will be used as a basis for further explanation.
  • the rate of revolution n 12 of the axle 11 is drawn vertically as a function of the rate of revolution n4 of the driving shaft 4, whereby the rate of revolution of the flywheel I, that is to say that of the axle 5, is used as parameter.
  • the line through the origin forms the separation line in the first and third quadrants between the region wherein the rate of revolution of the flywheel is positive (under the dividing line) and the line with respect to which the rate of revolution of the flywheel is negative.
  • the rate of revolution of the flywheel, that is to say n is zero.
  • the rate of revolution of the driving shaft 4 is related to the adjusted transmission ratio of the CVT 2 and the rate of revolution of the flywheel.
  • the torque in the driving shaft 4 is determined by the torque provided by the driving component D.
  • Th torque exercised on the axle 5 of the flywheel I is related in a fixed manner to the torque provided by the driving component D, as is indeed the case for the torque exercised on the axle 11 of the load process L.
  • the direction of the flows of energy is dependent upon the momentary relationships between the rates of revolution of the axles 11, 5 and 4, and the direction of the torque of the driving component D, as is depicted in figure 4.
  • switched state 9 whereby the couplings P 2 and M 2 are switched in, the flywheel I is connected to the component D.
  • the loading process L is then decoupled, while in this switched state, as also in the switched state 10 which is yet to be explained, an exchange of energy occurs between the component D and the flywheel I, and, in the case where an electromagnetic flywheel is applied, also between the flywheel I and coils 23. Magnitude and direction of the transfer of energy is determined in this switched state by the torque and rate of revolution of the component D and the current through the coils 23, respectively.
  • switched state 10 the couplings P ⁇ and M- ⁇ are switch in and the flywheel I is loaded in the opposite direction.
  • the load process L is decoupled and the annular ring spind 9 rotates blindly in unison.
  • the symmetric and compact embodiment of figur 1 and 2 can be dropped, so that the flywheel I can be eccentrically placed and be driven by means of a transmission 24 to be coupled to the central wheel spindle 5.
  • a poly-v-belt transmission is draw as the transmission.
  • any other type of suitable transmission such as a toothed-belt or cogged transmission is applicable.
  • a factual tertiary driving is formed in addition to the mechanical driving provided by the flywheel I and the driving by component D. It speaks for itself that, for example, coupling 2 can displaced from planetary spindle 7 on one side of the flywheel I to the other side of the flywheel I, so that this is then connec ted to the planetary spindle 6 indicated in the figure.
  • a variable maximum loading state of the flywheel I occur by making the concentrated mass located largely on the circumference dependent in magnitude on the specific applicatio or by making the maximum in-use rate of revolution dependent up the specific application.
  • a CVT 2 is applied whereby it is not possible that th secondary axle 12 of the CVT be stationary when the primary axl 11 rotates, it is preferable to have a slipping element at our disposal.
  • This can be achieved,' for example, by implementing on of the couplings as a synchronisation coupling, or otherwise by including a separate slipping element between the flywheel and the load, such as for example a fluid coupling or a torque form 25.
  • figure 7 contains a depiction of a fluid cou pling 25 placed on the primary axle 11 of the CVT 2.
  • Possible applications can be sought in, for example, storage means for wind energy, storage means for the energy whi is delivered by or extracted from, automobiles, trucks, or, for example, buses, trains or other vehicles, during acceleration a deceleration of the vehicle, respectively.
  • storage means for the energy whi is delivered by or extracted from, automobiles, trucks, or, for example, buses, trains or other vehicles, during acceleration a deceleration of the vehicle, respectively.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

On décrit un système d'entraînement (1) comportant: au moins un accouplement planétaire (A), équipé d'un arbre de roue central (5), d'un arbre planétaire (6) et d'un arbre d'anneau annulaire (8); un premier élément d'entraînement (I) relié à l'arbre de roue central (5), un deuxième élément d'entraînement (D) relié à l'arbre planétaire (6), une transmission variable en continu (2) équipée d'un arbre primaire (11) et un deuxième arbre (12) pour entraîner l'engrenage de propulsion (1); et des accouplements commutables (P1, P2, M1, M2, V1, V2) qui d'une part sont reliés à l'arbre planétaire (6) et à l'arbre d'anneau annulaire (8) et d'autre part sont reliés aux parties fixes adjacentes (H) et à l'arbre primaire (11). En choisissant les états de commutation à l'aide des accouplements (P1, P2, M1, M2, V1, V2), on peut obtenir une multiplicité de chemins de transmission, dont le nombre peut être augmenté par l'installation d'un deuxième accouplement planétaire (B) muni d'un arbre de roue central (5) qui est accouplé de manière solidaire à l'arbre de roue central (5) du premier accouplement planétaire, et également muni d'un arbre planétaire (7) relié de manière solidaire à l'arbre planétaire (6) du premier accouplement planétaire, et d'accouplements commutables (M1, M2, V1, V2) qui sont reliés d'une part à l'arbre planétaire (5) et à l'arbre d'anneau annulaire (7) du deuxième accouplement planétaire (B), et d'autre part à un arbre d'entraînement (4) du deuxième élément de propulsion (9).
PCT/NL1993/000192 1992-10-30 1993-09-28 Systeme d'entrainement hybride WO1994010001A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US08/428,249 US5569108A (en) 1992-10-30 1993-09-28 Hybrid driving system
DE69307719T DE69307719T2 (de) 1992-10-30 1993-09-28 Hybridgetriebe
EP93923682A EP0665791B1 (fr) 1992-10-30 1993-09-28 Systeme d'entrainement hybride
AU53453/94A AU5345394A (en) 1992-10-30 1993-09-28 Hybrid driving system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL9201893A NL9201893A (nl) 1992-10-30 1992-10-30 Hybride aandrijfsysteem.
NL9201893 1992-10-30

Publications (1)

Publication Number Publication Date
WO1994010001A1 true WO1994010001A1 (fr) 1994-05-11

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PCT/NL1993/000192 WO1994010001A1 (fr) 1992-10-30 1993-09-28 Systeme d'entrainement hybride

Country Status (6)

Country Link
US (1) US5569108A (fr)
EP (1) EP0665791B1 (fr)
AU (1) AU5345394A (fr)
DE (1) DE69307719T2 (fr)
NL (1) NL9201893A (fr)
WO (1) WO1994010001A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0769404A1 (fr) * 1995-10-18 1997-04-23 Toyota Jidosha Kabushiki Kaisha Dispositif d'entraînement pour véhicule hybride dont le mécanisme pour mélanger la puissance de sortie de moteur à combustion et de moteur électrique est posé à cÔté de la transmission
WO1998047732A1 (fr) * 1997-04-18 1998-10-29 Transport Energy Systems Pty. Ltd. Systeme de propulsion hybride pour vehicules routiers
WO2007138353A3 (fr) * 2006-05-25 2008-01-24 Kestrel Powertrains Ltd Système de freinage régénérateur
GB2466247A (en) * 2008-12-16 2010-06-23 Ford Global Tech Llc Flywheel drive control arrangement
US7887132B2 (en) 2004-02-13 2011-02-15 Interstuhl Bueromoebel Gmbh & Co. Kg Chair
FR3028217A1 (fr) * 2014-11-10 2016-05-13 Peugeot Citroen Automobiles Sa Procede et dispositif de controle de changement de rapport, a compensation de perte de couple, pour un groupe motopropulseur a transmission automatique et continue
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JP3584809B2 (ja) * 1999-10-08 2004-11-04 トヨタ自動車株式会社 ハイブリッド車両の制御装置
US6217475B1 (en) * 1999-11-03 2001-04-17 Zf Meritor Dual mass variable inertia flywheel assembly
FR2814988B1 (fr) * 2000-10-11 2003-01-10 Renault Groupe motopropulseur hybride a double commande pour un vehicule
US6949854B1 (en) * 2001-03-16 2005-09-27 Michael Schlicht Method and apparatus for a continuously variable-ratio transmission
US7017447B2 (en) * 2001-06-19 2006-03-28 Chung-Nan Mu Driving device for automatically exerting a variable torque on an output shaft that rotates at a constant speed
US20030171184A1 (en) * 2002-03-11 2003-09-11 Russell Wige Dual-input differential planetary gear transmission
JP3926775B2 (ja) * 2002-09-27 2007-06-06 本田技研工業株式会社 ハイブリット車両用モータ
DE10358114A1 (de) * 2002-12-23 2004-07-01 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Getriebe mit stufenlos verstellbarer Übersetzung, mit oder ohne Leistungsverzweigung sowie mit und ohne E-Maschine
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CN104029672B (zh) * 2014-06-19 2016-08-31 中国北方车辆研究所 一种机电混合变能装置的控制方法
CN106969128A (zh) * 2016-01-14 2017-07-21 熵零技术逻辑工程院集团股份有限公司 一种能量调整系统
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US5895333A (en) * 1995-10-18 1999-04-20 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle drive system, wherein mechanism for synthesizing engine and motor outputs is disposed adjacent to transmission
WO1998047732A1 (fr) * 1997-04-18 1998-10-29 Transport Energy Systems Pty. Ltd. Systeme de propulsion hybride pour vehicules routiers
US6170587B1 (en) 1997-04-18 2001-01-09 Transport Energy Systems Pty Ltd Hybrid propulsion system for road vehicles
US7887132B2 (en) 2004-02-13 2011-02-15 Interstuhl Bueromoebel Gmbh & Co. Kg Chair
WO2007138353A3 (fr) * 2006-05-25 2008-01-24 Kestrel Powertrains Ltd Système de freinage régénérateur
GB2466247A (en) * 2008-12-16 2010-06-23 Ford Global Tech Llc Flywheel drive control arrangement
EP2716482A3 (fr) * 2012-10-03 2016-08-31 Dana Limited Système de transmission hybride et procédé de fonctionnement correspondant
FR3028217A1 (fr) * 2014-11-10 2016-05-13 Peugeot Citroen Automobiles Sa Procede et dispositif de controle de changement de rapport, a compensation de perte de couple, pour un groupe motopropulseur a transmission automatique et continue

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EP0665791A1 (fr) 1995-08-09
DE69307719D1 (de) 1997-03-06
EP0665791B1 (fr) 1997-01-22
NL9201893A (nl) 1994-05-16
US5569108A (en) 1996-10-29
AU5345394A (en) 1994-05-24
DE69307719T2 (de) 1997-07-10

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